EVS28 KINTEX, Korea, May 3-6, Plug-in Hybrid Vehicle Improvements Achieved by Adding an Electrochemical Capacitor

Transcription

1 EVS28 KINTEX, Korea, May 3-6, 2015 Plug-in Hybrid Vehicle Improvements Achieved by Adding an Electrochemical Capacitor 1 Toshihiko Furukawa, 2 Noboru Okada, 2 Naohisa Shibata, 2 Naoki Akiba, 2 Takahiro Kikuta 3 Hiroyuki Wakabayashi, 3 Shin Watanabe, 3 Hirosi Komatsu 1 United Chemi-Con, 5651 Dolly Ave, Buena Park CA USA, 2 Nippon Chemi-Con, Tokyo, Japan 3 Nippon Chemi-Con, Products R&D Dpt, Yamagata, Japan 1 tfurukawa@chemi-con.com

2 Contents Background Assumption and the purpose Initial design parameters The basic Dual ESS concept The results EOL Analysis, -30% Capacitance and +100% of ESR Another Dual ESS concept The cost performance Continuous development Today s actual automotive DLCAP TM application examples Summary 2

3 Background There are many studies have been done and it shown the advantage with UCAP+ Battery combination. Here is one example to tell about UCAP and Battery Saturn Vue Hybrid Vehicle 165F/48V UCAP 39Wh module: Pr ovided by Company M in USA NiMH battery module 6.5Ahx36V =234Wh 3

4 Assumption and the purpose Assumption in this case study: Kwh Li-Battery/96 cells single string. 1/3 of the original 16KWh Li-Battery. ( For example: GM VOLT Battery ) 288 cells configuration: 96 in series with 3 strings, 3.75V~ 4.2V max / cell 2. DLCAP TM Module is 360V maximum ( 144 cells single strings, 2.5V/cell ) 3. WLTP class3 and FPT-75 drive cycles. 4. Estimated GVW: 1747Kg ( 4016 lb ) 5. Detail loss has not been considered in this calculation Purpose: This is a case study to find out how much DLCAP TM could assist to improve the total cost performance. WLTP : Worldwide harmonized Light vehicles Test Procedures) It is being developed by experts from the European Union, Japan, and India under guidelines of UNECE World Forum for Harmonization of Vehicle Regulations, with final version expected by October Class 3 drive cycle consist of 4 part of vehicle speed for Low, Medium, High and Extra High. FTP : Federal Test Procedure, FTP-75 for the city driving cycle, defined by the US Environmental Protection Agency (EPA) 4

5 Energy [KJ] Acceleration power [KW] Initial deign parameters for 60Km/h at 10sec Fig-1. Estimated energy per vehicle speed Weight:1747Kg with the max load No loss is considered for this calculation Fig-2. Estimated acceleration power of the time to reach the vehicle speed. 138W at 9sec 620KJ VOLT: Rated 110KW motor 206KW peak /1min. Vehicle acceleration speed [km/h] Time to Vehicle acceleration speed [sec] Energy for 60Km/h will be 243KJ. Cap voltage range: 360V to 200V 48.5KW power will be needed to reach 60Km/h at 10sec Calculated Capacitance: C[F] = 243KJ*2/( ) = 5.4F, A single cell is 5.4*144 = 777F. 777F/0.7=1110F Selected single cell including design margin: DXG1400F/2.5V 85 rated temperature. All simulation here in this case study will be used this capacitance value. 5

6 The basic Dual ESS concept DLCAP DXG series F, 144 cells in series. 360V - 200V Discharge at the acceleration mode Bi-direction al DC/DC CONV Charge at the deceleration mode A B A: V 200V B: V 200V Bi-directio nal INV AC Motor START DLCAP TH to Drive Fig-5. 2KW charging at the every stop 360V Battery 5.3KWh 96cells in series Power management Fig-3. Basic system block diagram NO NO V 200V? Yes Battery to drive V 200V? Yes END 16Kwh Fig-4. Control flow chart Source: 6

7 The result 16KWh Li-battery capacity of PHEV could be reduced to 1/3 with the combination of DLCAP TM ESS solution. A major advantage will be 1/3 of battery replacement cost and DLCAP TM will be maintenance free Parameters in this study: 5.3KWh battery capacity Battery SOC window: 65% ( 90% to 25% ) DXG series 144 pcs 1400F/2.5V, 85 rated temperature connected in series. DCLNK is 360V at INV input The voltage window is 360V to 200V. Output will be switched to the battery when the cap voltage is reached to 200V NOTE: Here in this report is a case study purpose only. No verification test has been done. All calculated number and the graphs are an engineering reference purpose only. No loss ( ideal condition ) is considered for this calculation. 7

8 23.26km at 30min The result 1. WLTP class 3 drive cycle. City Drive. Table-1. Comparison with WLTP class 3 drive cycle 23.26Km at 1,800sec ( 30min) System Total energy from battery Drive range Discharge Charge NOTE 16kwh Bat tery only 12.05MJ* 3) 65.0km* 1) ( 40.6mil) Battery to drive vehicle 30% of regen power at the deceleration Battery: 360V/44Ah 96 in series 3 strings_288cells Battery + DLCAP ( 1400F x 144 pcs. f40x150mml, 0.28kg, total 40.3Kg ) 5.3kwh battery +DLCAP 3.45 MJ* 3) 75.2km* 2) (47.0mil ) Mainly Cap only. When voltage reach 200V. Battery discharge to drive,2kw at the stop and 400W. 90% to capacitor at the deceleration. 2KW power charge to Cap from the battery at the every stop. Battery capacity can be 33% of the original size. 360V/14.7Ah, 96 in series *1) { 0.65 /[ (12.05)/51.84]} x 23.26km = 65.0km ( 40.6mil ) *2) { 0.65 /[ (3.45)/17.17)]} x 23.26km = 75.2km ( 47.0mil) *3) Total throughput Energy Et[J] by battery. Total throughput Energy Et [J] = T = 1800sec for WLTP class 3 one drive cycle Battery deliver power when Cap voltage to reach 200V Battery charge 2KW power to Cap at the every stop. Battery deliver 400W sub power such as car radio, air-conditioner, winker and so on,, 8

9 Power [W] Speed [km/h] Distance [m] The result 2. WLTP class 3 Drive cycle and the estimated Power profile WLTP (The Worldwide harmonized Light vehicles Test Procedures) define a global harmonized standard for determining the levels of pollutants and CO2 emissions, fuel or energy consumption, and electric range from light-duty vehicles (passenger cars and light commercial vans). It is being developed by experts from the European Union, Japan, and India under guidelines of UNECE World Forum for Harmonization of Vehicle Regulations, with final version expected by October km at 30min Fig-6. WLTP class 3 drive cycle and the drive range Low Medium High Extra High Fig-7. Estimated power profile used in this study Acceleration: Power to drive vehicle Deceleration: Regenerative power 9

10 Energy [MJ] Battery power[kw] Cap voltage[v] The result 3. Cap voltage, current profile and Energy throughput with WLTP class 3 Fig-8. Cap voltage Vmax = 360V Vmin = 200V Fig-9. Battery power Pd: When cap voltage reached to 200V, The drive power will be supplied from the battery Pu: 400W Constant sub power Pc: 2KW charging to Cap at the every stop Fig-10. Battery throughput energy at the end of the cycle included 60% of overall loss. 16KWh battery only 5.3KWh battery + DLCAP 10

11 The result 4. FTP-75 drive cycle. City Drive. Table-2. Comparison with FTP-75 drive cycle System Total energy from battery Drive range Discharge Charge NOTE 16kwh Battery only 10.6MJ* 3) 56.2km* 1) ( 35.1mil) Battery to drive vehicle 30% of regen power at the deceleration Battery: 360V/44Ah 96 in series 3 strings_288cells Battery + DLCAP ( 1400F x 144 pcs. f40x150mml, 0.28kg, total 40.3Kg ) 5.3kwh battery +DLCAP 3.6 MJ* 3) 54.8km* 2) (34.3mil ) Mainly Cap only. When voltage reach 200V. Battery discharge to drive,2kw at the stop and 400W 90% to capacitor at the deceleration. 2KW power charge to Cap from the battery at the every stop. Battery capacity can be 33% of the original size. 360V/14.7Ah, 96 in series *1) { 0.65 /[ (10.6)/51.84]} x 17.7km = 56.3km ( 35.1mil ) *2) { 0.65 /[ (3.6)/17.17)]} x 17.7km = 54.8km ( 34.3mil) *3) Total throughput Energy Et[J] by battery. Total throughput Energy Et [J] = T = 1874sec for FTP 75 one drive cycle Battery deliver power when Cap voltage to reach 180V~200V Battery charge 2KW power to Cap at the every stop. Battery deliver 400W sub power such as car radio, air-conditioner, winker and so on,, 11

12 Power [W] Speed [km/h] Distance [m] The result 5. FTP-75 drive cycle and the Power profile FTP : Federal Test Procedure, FTP-75 for the city driving cycle, defined by the US Environmental Protection Agency (EPA) Fig-11. FTP-75 drive cycle and the drive range 17.77km at 31.2min Fig-12. Estimated power profile used in this study Acceleration: Power to drive vehicle Deceleration: Regenerative power 12

13 Energy [MJ] Battery power[kw] Cap voltage[v] The result 6. Cap voltage, current profile and Energy throughput with FTP-75 Fig-13. Cap voltage Vmax = 360V Vmin = 200V Fig-14. Battery power Pd: When cap voltage reached to 200V, The drive power will be supplied from the battery Pc: 2KW charging to Cap at the every stop Pu: 400W Constant sub power Fig-15. Battery throughput energy included 60% of overall loss. 400W constant sub-power is considered 16KWh battery only 5.3KWh battery + DLCAP 13

14 EOL analysis, -30% cap and +100% ESR. SOC [%] Fig-16. Cap voltage FTP-75 drive cycle Battery power[kw] Cap voltage[v] Fig-17. Battery power EOL Initial Fig-18. Battery throughput energy Initial: 54.8Km EOL: 34.0Km 14

15 Ratio to 87,600 hrs Ratio to 1,784sec EOL analysis, -30% cap and +100% ESR. 1. Temperature and cell voltage profile are needed for the accurate life calculation to avoid oversize and to design the reliable system Capacitance change(%) C k t a 2.3V 2.7V C Cap. Degradation rate k t 2.5V Kinetic constant ( Life acceleration factor) Time 2.1V Time Time Source: Dr.K.Tamamitsu, Developemnt and Testing of EDLC s DLCAP TM May AABC2005 at Hawaii Capacitance change(%) Source: Dr. John.R.Miller, JME.Inc Exampe: Temperature profile for 87,600 hrs (10 years ) Example: Cell voltage profile for the drive cycle (1,784sec ) Driving: 2,400hrs Parking: 85,200hrs Ambient temperasture Cell voltage 15

16 Another Dual ESS concept 1. Dual ESS series system 360V Vc + Vb Acceleration power needs 8 to 10 times higher power at the stop than the cruising mode. When Vc becomes 0V, SW will be turned to the position B. DLCAP TM can be full discharge (140V to 0V ) 140V-0V 1400F 54cells In series 220V Vc DCAP TM Vb Acceleration & Deceleration SW A B Cruising mode DC/DC CONV may not be required. Acceleration power will be Vc + Vb. SW_A Deceleration power will be charged. SW_A Cruising mode will be from battery_ SW_B Full energy of Cap can be used. Acceleration Deceleration Bi-directional INV AC Motor 9.7kWh Battery Fig-19 Series connection E-booster announced by Continental 1200F, 2 cells In series Source: Continental web site 16

17 Another Dual ESS concept 2. Dynamic Dual ESS connection process Acceleration Boost up power INV 360V-220V 140V DLCAP 140V DLCAP module 56 cells 220V battery Fig-20 Dynamic connection Cruising mode 220V battery INV This system can be minimize the stress to the battery. DC/DC converter may not be needed. 140V DLCAP Racing car project Tokai University and Nippon Chemi-Con has been implemented this concept. 1400F 3cells in series + 12V x 2 Lead acid battery 220V battery Deceleration mode INV 140V DLCAP Source: Nippon Chemi-Con/Solution development dpt 220V battery 17

18 The cost performance The hardware is destined to always be improved. 1. TOYOTA PRIUS Evaluation report by R&D Lab under DOE. Motor power density and the specific power has been improved approx., 150% Source: FY2011 EVALUATION OF THE 2010 TOYOTA PRIUS HYBRID SYNERGY DRIVE SYSTEM Prepared by: Oak Ridge National Laboratory Mitch Olszewski, Program Manager Submitted to: Energy Efficiency and Renewable Energy FreedomCAR and Vehicle Technologies Vehicle Systems Team Susan A. Rogers, Technology Development Manager 18

19 Normalize Cap The cost performance 2. AL-Electrolytic Capacitor is 3 times with lower cost NEW? times capacitance density has been improved with lower price 200w Φ22 25L The hardware is destined to always be improved. KMR KMQ 1.5 KMM 1.0 KMH Source: Nippon Chemi-Con Marketing [Year] 19

20 Continuous development It will be continued to improve the total cost performance. 20

21 Cell Voltage [V] Continuous development 1. Samples schedule and the mass production Table-3 High temperature and High voltage DLCAP TM Series Capacitance (typ.) Sample SOP fd Standard (DXE series) 400F (Φ40 65L) Available In Production 800F (Φ40 105L) Available Mar F(Φ40 150L) Available In Production 3000F (Φ L) Available Mar L 3600F (Φ L) Available Jan F (Φ40 65L) Available TBD 85 EDLC (DXG series) 760F (Φ40 105L) Available TBD 1180F (Φ40 150L) Available Jun F (Φ L) Available TBD 3400F (Φ L) TBD TBD 2.8V EDLC (DXF series) 3400F (Φ L) Mar Oct F (Φ L) TBD TBD Table-4 Nano-Hybrid Capacitor(NHC), SOP Jan Items Energy type Power type High energy type Standard DXE series Size Φ40 150L Φ40 150L Φ L Φ40 150L Operation voltage V V V V Capacitance(Typ.) 3000 F 2400 F F 1200 F ESR DC (Typ.) 2.0 mω 1.5 mω 0.91 mω 0.8 mω Energy density 10.0 Wh/kg 8.0 Wh/kg 12.1 Wh/kg 3.7 Wh/kg Temperature range -40 ~ ~ ~ ~ +70 NHC is the hybrid capacitor using Nano-crystalline lithium titanium oxide (nc-lto) as negative electrode. NHC has intrinsic high safety, because wor king potential of LTO is 1.55 V, higher tha n Li dendrite formation potential. Li dendrite often causes short-circuit in the storage device. Nano-Hybrid Capacitor(NHC) cell voltage can be 0V 21

22 Today s actual automotive DLCAP TM application examples 1. Start-Stop Application-1 ie-loop Start-Stop 22

23 Today s actual automotive DLCAP TM application examples 2. Start Stop Application-2 and are trademark of Honda Motor Co., Ltd. DLCAP is trademark of Nippon Chemi-Con Corporation 23

24 Summary Use advantage both of Storage Technology Dynamic power by DLCAP TM and Static power by Battery. DLCAP TM can help for down sizing Battery DLCAP TM cost performance will be improved Thank you Green Technology is The Key for our Planet to Survive 24